Carbureter.



H. N. EDENS.

CARBURETER.

APPLICATION FILED IAN. 23. |914.

LQSZQQG, PaIenIedAug. 21,1917.

2 'SHEETS-SHEET I.

HENRY 1\T. EDENS, OENEW HOLSTEIN, WISCONSIN.

CARBURETER. i

l Specification of Letters Patent. e

Patented Aug.' 21, 1917.

Application led January 23, 1914. Serial N o. 813,840.

To all whom t may concern Be it known that I, HENRY N. EDnNs, a citizen of the United States, and resident of New Holstein, in the county of Calumet and State of l/Visconsin, have invented certain new and useful Improvements in Carbureters; and I` do hereby declare that the following is afu'll, clear, and exact description thereof.

'My invention refers to carbureters, its

primary object being to provide means for automatically controlling the supply of fuel oil from a predeterminedly lfixed yflow 'orice through variation 'of `ajpartial vacuum induced `by restricting ,and increasing air passages through the carbureter.' The essential feature of my invention for attaining the above mentioned ultimate result is the provision of anair nozzleof the Venturi tube type operating in conjunction with a valve-controlled air port, through which nozzle an air current is maintained having a` constant high velocity. My invention is particularly designed for use in connection with kerosene as a fuel, having an'auxiliary supply of ygasolene. that is adapted to be utilized as a starting medium.

.'With the above objects in'v view the invention consistsk in certain peculiarities of construction and combination of parts as hereinafter set forth with reference to the accompanying drawings and subsequently claimed.

y In the 'drawings 'Figure l represents a Vlongitudinal .sectional view of a carbureter embodying the features of my invention, the sectionbeing indicated by line .o f Fig. 2';

Fig. 2, a central sectional elevation of the same, the V.section being n indicated by line 2 2 of Fig. l;

Fig.v 2a, a detailed sectionl illustrating one of the'air ports leading to thev mixing chamber of the carbureter and an associated controlling valve therefor; i l v Fig. 8, a plan viewV of the carbureter, the same being partly broken away and in section, the section being indicated by line 3-3 of Figs. l and 2;r 1

Fig. 4*, a detailedplan view of the air intakehood;

Fiom 5 a dia rammatic view showin 'a gas engine in elevationjequipped with a canA bureter embodying the features of my invention under' governor control;

Fig. G, a detailed cross-section of the engine shaft showing 'a fragmentfof the governor mechanism, and

Fig. 7, is a detailed view sho-wing the kerosene reservoir partly broken away and infsection, particularly illustrating the feed and overflow pipe connections with said reservoir.

Referring by characters to the drawings, 1 represents a casing having a cylindrical mixing chamber 2 formed therein and provided with a delivery port 2, through which port the fuel kcharge is discharged into the combustion end A ofan engine cylinder, as best shown in Fig. 5 of the drawings. As best shown in Figs. l and 2, of the drawings,

' a partition 'wall of the mixing chamber 2 is provided with a threaded aperture 3 for the'A reception lof an air nozzle 3, which nozzle extends into the mixing chamber, having a throat flared in opposite directions toward its ends from a contracted waistline in the form of a double cone frustum OrVentur-i tube. The purpose of this peculiarly shaped nozzle is toobtain a restrictive area and al correspondingly high velocity at the point fof fuel admission.

The partition wall of the mixing chamber 2 is also provided withan alinedtwin auxiliary ports 4, 4, which ports are upon opposite sides of the air 'nozzle for convenience in structural arrangement. The auxiliary `ports 4, 4, .together with the delivery port'2l constitute air passages that are controlled .an oscillatory` throttle valve, the same being in cylindrical shelllike form having a grid-bar 5 which controls the mixing chamber delivery port `and a corresponding grid bar 5 that isvadapted to control the .auxiliaryair port, the bar, as shown, being centrallyv recessed to permit clearance of the air nozzle 3. The grid-bars of the throttle-valve are connected by heads from which extend trunnions 6, 6, ythe same being journaled in hubsthat project from the ends of the casing l or caps thereof. The trunnion 6 extends beyond the contiguous casing cap and carries an arm 7, which arm, as best shown in Fig. 5, is linked to one' armof a bell-crank lever 8, 'the opposite arm thereof being vin contact with a lgove'rnor-controlled cam 8 in 0pposition to a coiled spring 9 that is connectedto the vvalve-gear, whereby lthe said throttle "valve is held full open, as shown in Fig. 1 of the drawings, when kthe engine is at rest or running under maximum load conditions. The cam 8 is in spline connection with the engine shaft and is moved back and forth relative to the bell-crank' lever under control of a governor mechanism 9, whereby the position of the throttle-valve is automatically controlled to restrict or increase the flow of air through the carbureter. v Y

An air-receivinghood 10 is fitted over the top of the carbureter casing, the same encasing the air nozzle and auxiliary mixing chamber ports, to thus form an air collecting chamber `V10 therefor.. The hood has an air intake mouth 11, which mouth is equipped with an air regulating valve 12 of the butterfly type, whereby the volumel of air admitted to the oarbureter is. regulated.

.The air regulating lvalve is predeterminedly set for the amount of airV required for maintaining the maximum engine load. Withl this adjustment in view, the valve 12 is mounted upon astem 12 that extends through'the hood .and secured to said stem is a handle 13I having a semi-circular slot 13 therein, through which is extended a set-screw 14. The set-screw is engagedv by a binding-nut 15, whereby the handle may be locked in any predetermined position, limit of the movement of the valve being regulated by means of set-screws 15 which are adjustably mounted at the ends of the eircular slot and adapted to engage thestopl screw 14. By this` mechanism the air intake valve is predeterminedly set to permit the proper amount of air to enter the carbureter for forming a gas mixture necessary for-the maximum load conditions of the engine.

As best shown in. Fig. 3, the air nozzle 3 at its waist-line is provided with a plurality of radially `disposed minute orifices 16, 17 and 18,. thatregister with and form continuations of similarly disposed ducts 16", 17

. and 18 extending through the casing 1 and these ducts are respectively controlled by pin-valves19, 2O and 21. The central duct 17 is connected to a water-supply reservoir 22 by apip'e 22", the said reservoir being arranged with a float-controlled valve 23, whereby the water isvmaintainedl at a predetermined level below the point of discharge.l Thus water is raised and fed by suction to the combustion `chamber of the engine cylinderv for hydrating the fuel charge, whereby thel kerosenev which is utilized as a fuel is prevented from premature explosion. The valve-controlled duct 16 is connected by a pipe 24 to a kerosene reservoir25, which reservoir is provided with a feed-supplyl pipe and an upper overflow pipe in order that a predetermined quantity of kerosene canv be maintained constantly within the reservoir and upon a lower level than the point of discharge. The kerosene reservoir, as shown, is one compartment of a container, the companion compartment 26 of which is adapted to carry an auxiliary gasolene supply to be utilized as a starting medium for the engine. The gasolene reservoir or compartment 26 is connected by a pipe 26 to the valve-controlled duct 18', it being understood that the gasolene or auxiliary oil supply is also upon a lower level than the discharge orifice which communicates with the air nozzle 3. Thus the several fluids, to wit, kerosene, gasolene and water are allelevated lby suction.

1n starting the engine, the operatory first introduces ga'solene as a fuel medium by vmanipulating the valve which controls the duct 18 and the engine will start in the ordinary' manner due to the explosion of a .charge of carbureted air. Thereafter the supply of gasolene is cut off and kerosene is substituted as a lfuelby a manipulation of the valve which controls duct 16, water being also admitted to the carbureter by manipulation of the valve-controlling duct 17. Thel fuel supply to the c'arbureter is regulated by adjusting the fuel valve for no load and the amount of fuel for-a maximum load is controlled by adjusting the air valve which restricts the intake mouth of the'hood. 1n the operation, should the engine be running light or free, its acceleration will cause lect-ing chamber and the velocity of the air currents passin'g'through the nozzle 3 will be practically the only force exerted to draw the fuel oil therein, whereby thefuel supply is reduced and the charge of oil is thus automatically regulated in proportion to thev load. Whenthe load of the engine is'` gradually increased itis manifest that the governor-controlled throttle-valve will increase the area of the combined air passages'leading to the mixing chamber and at the point where the said air passages become greater in area than the valve-controlled inlet mouth 11 of the collecting chamber, the vacuum is proportionately increased, causing. akcorrespending increase ofthe suction force tobe applied to the fuel orifice within the air nozzle, whereby thel charge is increased in richness. Thus it is seen that a fixed oil feed orifice will automatically adjust the supply in proportion to the load, varyingthe quantity of fuel supplied by the suction force a constant current of air of high velocity is caused to travel through the nozzle irrespective of the load, due to the throttle-valve control, Which valve regulates the vacuum induced in the receiving chamber as previously described.

I claim:

A carbureter including a cylindrical mixing chamber having an air and fuel inlet port in its peripheral Wall and having auxilv lary air inlet ports at the sides of said first port, an outlet port in the peripheral Wall of the chamber7 a valve including opposed bars disposed longitudinally against the 'inner periphery of the chamber, bars connecting the ends of the first bars, journal pintles carried by said connecting bars, the first named bars being adapted to simultaneously close the auxiliary air inlet ports and the outlet port, and one of said bars being cut away to provide a clearance for the air and fuel inlet port in closing position of said bars.

In testimony that I claim the foregoing' I have hereunto set my hand at New Hol stein, in the county of Calumet and State of Wisconsin, in the presence of tWo Witnesses.

HENRY N. EDENS. Vitnesses:

ARTHUR C. DEIK, B. F. ARPs.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

